EP1886012A1 - An arrangement for recirculation of exhaust gases of a supercharged internal combustion engine - Google Patents

An arrangement for recirculation of exhaust gases of a supercharged internal combustion engine

Info

Publication number
EP1886012A1
EP1886012A1 EP06733478A EP06733478A EP1886012A1 EP 1886012 A1 EP1886012 A1 EP 1886012A1 EP 06733478 A EP06733478 A EP 06733478A EP 06733478 A EP06733478 A EP 06733478A EP 1886012 A1 EP1886012 A1 EP 1886012A1
Authority
EP
European Patent Office
Prior art keywords
air
exhaust gases
inlet line
line
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06733478A
Other languages
German (de)
French (fr)
Other versions
EP1886012A4 (en
EP1886012B1 (en
Inventor
Zoltan Kardos
Hans WIKSTRÖM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Publication of EP1886012A1 publication Critical patent/EP1886012A1/en
Publication of EP1886012A4 publication Critical patent/EP1886012A4/en
Application granted granted Critical
Publication of EP1886012B1 publication Critical patent/EP1886012B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/27—Layout, e.g. schematics with air-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/30—Connections of coolers to other devices, e.g. to valves, heaters, compressors or filters; Coolers characterised by their location on the engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an arrangement for recirculation of exhaust gases of a supercharged combustion engine according to the preamble of claim 1.
  • EGR exhaust Gas Recirculation
  • a mixture of air and exhaust gases is thus supplied via the inlet line to the engine's cylinders in which the combustion takes place.
  • Adding exhaust gases to the air causes a lower combustion temperature which results inter alia in a reduced content of nitrogen oxides NO x in the exhaust gases.
  • This technique is used for both Otto engines and diesel engines.
  • Providing such recirculation of exhaust gases involves arranging a return line in an engine space of the vehicle.
  • the purpose of such a return line is to lead the exhaust gases from an exhaust line arranged on the warm side of the combustion engine to an inlet line for air arranged on the cold side of the combustion engine.
  • the return line comprises a plurality of components such as an EGR valve for controlling the exhaust gas flow through the return line, an EGR cooler for cooling the recirculating exhaust gases, and pipeline portions for leading the exhaust gases from the warm side to the cold side.
  • the location of the EGR cooler in the vehicle is usually such that the return line has to be unnecessarily long and space-consuming.
  • the amount of air which can be supplied to a supercharged combustion engine depends on the pressure of the air but also on the temperature of the air.
  • the compressed air is cooled in a charge air cooler before it is led to the combustion engine.
  • the compressed air is cooled in the charge air cooler by ambient air which is led through the charge air cooler.
  • the compressed air can thus be cooled to a temperature which exceeds the temperature of the surroundings by only a few degrees.
  • the returned exhaust gases are usually cooled in an EGR cooler which uses the coolant of the combustion engine's cooling system as cooling medium.
  • Such an EGR cooler is therefore subject to the limitation that the exhaust gases cannot be cooled to a lower temperature than the temperature of the coolant.
  • the cooled exhaust gases are therefore usually at a higher temperature than the cooled compressed air when they mix in the inlet line to the combustion engine.
  • the mixture of exhaust gases and air which is led to the combustion engine will therefore be at a higher temperature than the compressed air which is led into a corresponding supercharged combustion engine without recirculation of exhaust gases.
  • the performance of a supercharged combustion engine equipped with EGR will thus be somewhat inferior to that of a supercharged combustion engine not equipped with EGR.
  • the compressed air in the inlet line constitutes an existing cooling medium source situated close to the combustion engine.
  • the EGR cooler which uses this cooling medium source can therefore be fitted in direct proximity to or on the combustion engine.
  • the return line which comprises such an EGR cooler can therefore be made short and compact so that the exhaust gases undergo only a small pressure drop as they pass through the return line. A small pressure drop in the return line is necessary for being able to achieve low fuel consumption and for ensuring that exhaust gases can without problems be led into the inlet line and mix with the compressed air in the inlet line.
  • the compressed air in the inlet line may be at a temperature of up to 29O 0 C. However, the temperature of the compressed air is considerably lower than the temperature of the exhaust gases, which may be around 600-700 0 C.
  • the compressed air in the inlet line can therefore be used in an EGR cooler to provide a first step of cooling for the exhaust gases.
  • the arrangement comprises a second EGR cooler adapted to providing the recirculating exhaust gases in the return line with a second step of cooling after they have been cooled in the first EGR cooler. It is of course not sufficient merely to cool the exhaust gases in a first EGR cooler by means of compressed air when it is at such a high temperature.
  • the recirculating exhaust gases are with advantage adapted to being cooled in the second EGR cooler by a medium which is at the temperature of the surroundings. With a suitably dimensioned EGR cooler it is therefore possible to cool the exhaust gases to a temperature close to the temperature of the surroundings.
  • the recirculating exhaust gases in the return line are adapted to being cooled in the second EGR cooler by the air in a portion of the inlet line which is situated upstream of the compressor.
  • the second EGR cooler can therefore also be fitted in direct proximity to or on the combustion engine.
  • the return line comprising two such EGR coolers can thus be made very short and compact so that the exhaust gases undergo only a very small pressure drop as they pass through the return line.
  • the air drawn into the inlet line is ambient air. Air at a temperature substantially corresponding to the temperature of the surroundings can thus be used for cooling the exhaust gases in the second EGR cooler.
  • the arrangement comprises a charge air cooler adapted to cooling the compressed air in the inlet line to the combustion engine.
  • the compressed air will be at a relatively high temperature after the compression. When it has been used for cooling the exhaust gases, the air will be at a still higher temperature.
  • the amount of air which can be supplied to a supercharged combustion engine depends on the pressure and temperature of the air. In order to supply as large an amount of air as possible to the combustion engine, the compressed air needs to undergo effective cooling in the charge air cooler before it is led into the combustion engine.
  • the compressed air is adapted to being cooled in the charge air cooler by a medium which is at the temperature of the surroundings. The compressed air can thus be cooled to a temperature only a few degrees above the temperature of the surroundings. Said medium is preferably ambient air. Ambient air is suitable for the purpose since it is always available and can easily be caused to flow through the charge air cooler.
  • the charge air cooler and a radiator for the combustion engine's cooling system are fitted in a common region through which ambient air flows.
  • a common radiator fan may be used for circulating ambient air through both the charge air cooler and the radiator.
  • the charge air cooler is preferably fitted upstream of the radiator in said common region with respect to the direction of flow of the air. Ambient air thus flows through the charge air cooler before flowing through the radiator. There is thus assurance of the compressed air being cooled by air which is at the temperature of the surroundings, thereby making it possible to cool the compressed air to a temperature close to the temperature of the surroundings.
  • the ambient air flowing through the radiator thereby acquires a somewhat higher temperature, but this temperature is sufficient for the coolant to undergo effective cooling in the radiator.
  • Fig. 1 depicts an arrangement for recirculation of exhaust gases of a supercharged combustion engine
  • Fig. 1 depicts an arrangement for recirculation of exhaust gases of a supercharged combustion engine.
  • the combustion engine in this case is a diesel engine 1.
  • EGR Exhaust Gas Recirculation
  • Adding exhaust gases to the compressed air which is led to the engine's cylinders lowers the combustion temperature and hence also the content of nitrogen oxides (NO x ) formed during combustion processes.
  • the diesel engine 1 may be intended to power a heavy vehicle.
  • the exhaust gases from the cylinders of the diesel engine 1 are led via an exhaust manifold 2 to an exhaust line 3.
  • the exhaust gases in the exhaust line 3, which are at above atmospheric pressure, are led to a turbine 4.
  • the turbine 4 is thus provided with driving power which is transmitted, via a connection, to a compressor 5.
  • the compressor 5 draws ambient air into a first portion 7a of an inlet line 7.
  • the air is compressed by the compressor 5, with the result that it reaches above atmospheric pressure and a relatively high temperature.
  • Downstream of the compressor 5, the compressed air is led through a second portion 7b of the inlet line.
  • a charge air cooler 8 is arranged in the second portion of the inlet line 7b in order to cool the compressed air.
  • the compressed air is cooled in the charge air cooler 8 by ambient air which is caused to flow through the charge air cooler 8 by a radiator fan 9.
  • the radiator fan 9 is driven by the diesel engine 1 via a suitable connection.
  • An arrangement for effecting recirculation of part of the exhaust gases in the exhaust line 3 comprises a return line 10 which extends between the exhaust line 3 and a third portion 7c of the inlet line 7.
  • the return line 10 comprises an EGR valve 11 by which the exhaust flow in the return line 10 can be shut off as necessary.
  • the EGR valve 11 can also be used for controlling the amount of exhaust gases led from the exhaust line 3 via the return line 10 to the third portion 7c of the inlet line.
  • a control unit 12 is adapted to controlling the EGR valve 11 on the basis of information about the prevailing operating state of the diesel engine 1.
  • the control unit 12 may be a computer unit provided with suitable software.
  • the return line 10 comprises a first EGR cooler 13a in which the exhaust gases undergo a first step of cooling and a second EGR cooler 13b in which the exhaust gases undergo a second step of cooling.
  • the pressure of the exhaust gases in the exhaust line 3 of a supercharged combustion engine is lower than the pressure of the compressed air in the second portion 7b of the inlet line.
  • a venturi 14 may for example be used for the purpose.
  • the exhaust gases in the return line 10 can usually be mixed directly with the air from in the second portion 7b of the inlet line, since the exhaust gases in the exhaust line 3 of an Otto engine in substantially all operating states are at a higher pressure than the compressed air in the second portion 7b of the inlet line.
  • the mixture is led to the respective cylinders of the diesel engine 1 via the third portion 7c of the inlet line and a manifold 15.
  • the diesel engine 1 is cooled in a conventional manner by a cooling system with a coolant which is circulated by a coolant pump 16.
  • the cooling system also comprises a thermostat 17 and a radiator 18.
  • the radiator 18 is situated behind the charge air cooler 8 in the first region A, which has ambient air flowing through it.
  • the turbine 4 is thus provided with driving power which drives the compressor 5.
  • the compressor 5 thus compresses the ambient air in the first portion 7a of the inlet line.
  • the compressed air in the second portion 7b of the inlet line is cooled by ambient air which flows through the charge air cooler 8.
  • the compressed air in the charge air cooler 8 is thus cooled to a temperature which exceeds the temperature of the surroundings by only a few degrees.
  • the control unit 12 keeps the EGR valve 11 open so that part of the exhaust gases in the exhaust line 3 is led into the return line 10.
  • the exhaust gases in the exhaust line 3 are at a temperature of about 600-700 0 C.
  • the first EGR cooler 13a is subject to the limitation that it can at most cool the exhaust gases to the temperature of the compressed air.
  • the temperature of the compressed air may be up to 29O 0 C.
  • the exhaust gases nevertheless undergo with advantage a relatively large temperature reduction in the first EGR cooler 13a so that they are at a temperature of about 300 0 C when they leave the first EGR cooler 13a.
  • the amount of compressed air and exhaust gases which can be supplied to the diesel engine 1 depends on the pressure and temperature of the air and the exhaust gases. It is therefore important to provide further cooling of the recirculating exhaust gases.
  • the exhaust gases are therefore subjected in the second EGR cooler 13b to a second step of cooling by the air in the first portion 7a of the inlet line before it is compressed by the compressor 5.
  • the air in the first portion 7a of the inlet line is at substantially the temperature of the surroundings.
  • the exhaust gases undergo a second step of cooling to a temperature only a few degrees above the temperature of the surroundings.
  • the air flowing in the inlet line constitutes an existing cooling medium source situated close to the combustion engine 1.
  • the first EGR cooler 13a and the second EGR cooler 13b can therefore be fitted in direct proximity to or on the combustion engine 1.
  • the return line 10 can thus be made very short and compact so that the exhaust gases undergo only a small pressure drop in the return line 10.
  • a small pressure drop in the return line 10 is necessary for being able to achieve low fuel consumption and for ensuring that the exhaust gases can without problems be led into the return line 10 and mix with the compressed air from the second portion 7b of the inlet line.
  • the charge air cooler 8 and the cooling system's radiator 18 are thus situated in a common region A through which ambient air flows.
  • the region A may be a region at a front portion of a vehicle which is powered by the combustion engine 1.
  • the charge air cooler 8 is fitted in front of the radiator 18 to ensure that air which is at the temperature of the surroundings flows through it and cools it.
  • the air in the charge air cooler 8 can thus be cooled to a temperature close to the temperature of the surroundings.
  • the air which cools the coolant in the radiator 18 thus acquires a temperature which is somewhat higher than the surroundings but is usually quite sufficient for cooling the coolant in the radiator 18, since there is no need for the coolant in the radiator 18 to be cooled to a temperature equal to the temperature of the surroundings.
  • the air in the inlet line is thus used for cooling the exhaust gases in the first EGR cooler 13a and the second EGR cooler 13b.
  • the air in the inlet line thus acquires a raised temperature before it reaches the charge air cooler.
  • the charge air cooler 8 therefore needs a somewhat greater capacity to be able to cool away this extra heat.
  • the pressure of the exhaust gases in the exhaust line 3 is thus lower than the compressed air pressure from the second portion 7b of the inlet line. It is possible, e.g. by means of said venturi 14, for the static pressure from the second portion 7b of the inlet line to be reduced locally, at the connection to the return line 10, so that the exhaust gases can be led into and mix with the compressed air in the third portion 7c of the inlet line. The mixture of exhaust gases and compressed air is thereafter led to the respective cylinders of the diesel engine 1 via the manifold 15.
  • a diesel engine 1 equipped with EGR By such cooling in two steps in the EGR coolers 13a, b it is thus possible for a diesel engine 1 equipped with EGR to be provided with recirculating exhaust gases at a temperature substantially corresponding to the temperature of the compressed air after it has been cooled in the charge air cooler 8.
  • the mixture of exhaust gases and compressed air which is led to the diesel engine 1 will thus be at a temperature substantially corresponding to that of the compressed air which is led to a diesel engine without EGR.
  • the present invention thus makes it possible for a diesel engine equipped with EGR to present performance substantially corresponding to that of a diesel engine not equipped with EGR.
  • the invention is in no way limited to the embodiments described with reference to the drawing but may be varied freely within the scopes of the claims.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

The present invention relates to an arrangement for recirculation of exhaust gases of a supercharged combustion engine. The arrangement comprises an exhaust line intended to lead exhaust gases out from the combustion engine, an inlet line intended to lead air which is at above atmospheric pressure to the combustion engine, a compressor adapted to the inlet line so that it is possible, via the return line, to recirculate exhaust gases from the exhaust line to the inlet line. The arrangement comprises a first EGR cooler in which the recirculating exhaust gases in the return line are cooled by the air in a portion of the inlet line which is situated downstream of the compressor in the inlet line with respect to the direction of flow of the air in the inlet line.

Description

Arrangement for recirculation of exhaust gases of a supercharged internal combustion engine
BACKGROUND TO THE INVENTION, AND STATE OF THE ART
The present invention relates to an arrangement for recirculation of exhaust gases of a supercharged combustion engine according to the preamble of claim 1.
The technique known as EGR (Exhaust Gas Recirculation) is a known means of leading part of the exhaust gases from a combustion process in a combustion engine back, via a return line, to an inlet line for supply of air to the combustion engine. A mixture of air and exhaust gases is thus supplied via the inlet line to the engine's cylinders in which the combustion takes place. Adding exhaust gases to the air causes a lower combustion temperature which results inter alia in a reduced content of nitrogen oxides NOx in the exhaust gases. This technique is used for both Otto engines and diesel engines.
Providing such recirculation of exhaust gases involves arranging a return line in an engine space of the vehicle. The purpose of such a return line is to lead the exhaust gases from an exhaust line arranged on the warm side of the combustion engine to an inlet line for air arranged on the cold side of the combustion engine. The return line comprises a plurality of components such as an EGR valve for controlling the exhaust gas flow through the return line, an EGR cooler for cooling the recirculating exhaust gases, and pipeline portions for leading the exhaust gases from the warm side to the cold side. The location of the EGR cooler in the vehicle is usually such that the return line has to be unnecessarily long and space-consuming.
The amount of air which can be supplied to a supercharged combustion engine depends on the pressure of the air but also on the temperature of the air. In order to supply as large an amount of air as possible to the combustion engine, the compressed air is cooled in a charge air cooler before it is led to the combustion engine. The compressed air is cooled in the charge air cooler by ambient air which is led through the charge air cooler. The compressed air can thus be cooled to a temperature which exceeds the temperature of the surroundings by only a few degrees. The returned exhaust gases are usually cooled in an EGR cooler which uses the coolant of the combustion engine's cooling system as cooling medium. Such an EGR cooler is therefore subject to the limitation that the exhaust gases cannot be cooled to a lower temperature than the temperature of the coolant. The cooled exhaust gases are therefore usually at a higher temperature than the cooled compressed air when they mix in the inlet line to the combustion engine. The mixture of exhaust gases and air which is led to the combustion engine will therefore be at a higher temperature than the compressed air which is led into a corresponding supercharged combustion engine without recirculation of exhaust gases. The performance of a supercharged combustion engine equipped with EGR will thus be somewhat inferior to that of a supercharged combustion engine not equipped with EGR.
SUMMARY OF THE INVENTION
The object of the present invention is to provide an arrangement which effects recirculation of exhaust gases of a combustion engine whereby the return line can be of substantially minimum length and the arrangement as a whole be made compact and occupy little space. Another object is to provide an arrangement which effects recirculation of exhaust gases of a supercharged combustion engine whereby the recirculation of exhaust gases does not result in the performance of the combustion engine being inferior to that of a corresponding combustion engine without recirculation of exhaust gases.
These objects are made possible by the arrangement of the kind mentioned in the introduction which is characterised by the features indicated in the characterising part of claim 1. The compressed air in the inlet line constitutes an existing cooling medium source situated close to the combustion engine. The EGR cooler which uses this cooling medium source can therefore be fitted in direct proximity to or on the combustion engine. The return line which comprises such an EGR cooler can therefore be made short and compact so that the exhaust gases undergo only a small pressure drop as they pass through the return line. A small pressure drop in the return line is necessary for being able to achieve low fuel consumption and for ensuring that exhaust gases can without problems be led into the inlet line and mix with the compressed air in the inlet line. As the compressor already draws in and conveys air in the inlet line, no further flow devices need usually be applied in the inlet line in order to provide a flow of air through the EGR cooler. It is therefore relatively uncomplicated to arrange close to the combustion engine such an EGR cooler which uses this already existing air flow in the inlet line downstream of the compressor in order to cool the exhaust gases in the return line. The compressed air in the inlet line may be at a temperature of up to 29O0C. However, the temperature of the compressed air is considerably lower than the temperature of the exhaust gases, which may be around 600-7000C. The compressed air in the inlet line can therefore be used in an EGR cooler to provide a first step of cooling for the exhaust gases.
According to a preferred embodiment of the present invention, the arrangement comprises a second EGR cooler adapted to providing the recirculating exhaust gases in the return line with a second step of cooling after they have been cooled in the first EGR cooler. It is of course not sufficient merely to cool the exhaust gases in a first EGR cooler by means of compressed air when it is at such a high temperature. The recirculating exhaust gases are with advantage adapted to being cooled in the second EGR cooler by a medium which is at the temperature of the surroundings. With a suitably dimensioned EGR cooler it is therefore possible to cool the exhaust gases to a temperature close to the temperature of the surroundings.
According to another preferred embodiment of the present invention, the recirculating exhaust gases in the return line are adapted to being cooled in the second EGR cooler by the air in a portion of the inlet line which is situated upstream of the compressor. The second EGR cooler can therefore also be fitted in direct proximity to or on the combustion engine. The return line comprising two such EGR coolers can thus be made very short and compact so that the exhaust gases undergo only a very small pressure drop as they pass through the return line. With advantage, the air drawn into the inlet line is ambient air. Air at a temperature substantially corresponding to the temperature of the surroundings can thus be used for cooling the exhaust gases in the second EGR cooler.
According to another preferred embodiment of the invention, the arrangement comprises a charge air cooler adapted to cooling the compressed air in the inlet line to the combustion engine. The compressed air will be at a relatively high temperature after the compression. When it has been used for cooling the exhaust gases, the air will be at a still higher temperature. The amount of air which can be supplied to a supercharged combustion engine depends on the pressure and temperature of the air. In order to supply as large an amount of air as possible to the combustion engine, the compressed air needs to undergo effective cooling in the charge air cooler before it is led into the combustion engine. With advantage, the compressed air is adapted to being cooled in the charge air cooler by a medium which is at the temperature of the surroundings. The compressed air can thus be cooled to a temperature only a few degrees above the temperature of the surroundings. Said medium is preferably ambient air. Ambient air is suitable for the purpose since it is always available and can easily be caused to flow through the charge air cooler.
According to another preferred embodiment of the invention, the charge air cooler and a radiator for the combustion engine's cooling system are fitted in a common region through which ambient air flows. Such a region may be at a front portion of a vehicle which is powered by said combustion engine. Here a common radiator fan may be used for circulating ambient air through both the charge air cooler and the radiator. The charge air cooler is preferably fitted upstream of the radiator in said common region with respect to the direction of flow of the air. Ambient air thus flows through the charge air cooler before flowing through the radiator. There is thus assurance of the compressed air being cooled by air which is at the temperature of the surroundings, thereby making it possible to cool the compressed air to a temperature close to the temperature of the surroundings. The ambient air flowing through the radiator thereby acquires a somewhat higher temperature, but this temperature is sufficient for the coolant to undergo effective cooling in the radiator. BRIEF DESCRIPTION OF THE DRAWING
A preferred embodiment of the invention is described below by way of example with reference to the attached drawing, in which:
Fig. 1 depicts an arrangement for recirculation of exhaust gases of a supercharged combustion engine
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
Fig. 1 depicts an arrangement for recirculation of exhaust gases of a supercharged combustion engine. The combustion engine in this case is a diesel engine 1. Such recirculation is usually called EGR (Exhaust Gas Recirculation). Adding exhaust gases to the compressed air which is led to the engine's cylinders lowers the combustion temperature and hence also the content of nitrogen oxides (NOx) formed during combustion processes. The diesel engine 1 may be intended to power a heavy vehicle. The exhaust gases from the cylinders of the diesel engine 1 are led via an exhaust manifold 2 to an exhaust line 3. The exhaust gases in the exhaust line 3, which are at above atmospheric pressure, are led to a turbine 4. The turbine 4 is thus provided with driving power which is transmitted, via a connection, to a compressor 5. Via an air filter 6, the compressor 5 draws ambient air into a first portion 7a of an inlet line 7. The air is compressed by the compressor 5, with the result that it reaches above atmospheric pressure and a relatively high temperature. Downstream of the compressor 5, the compressed air is led through a second portion 7b of the inlet line. A charge air cooler 8 is arranged in the second portion of the inlet line 7b in order to cool the compressed air. The compressed air is cooled in the charge air cooler 8 by ambient air which is caused to flow through the charge air cooler 8 by a radiator fan 9. The radiator fan 9 is driven by the diesel engine 1 via a suitable connection.
An arrangement for effecting recirculation of part of the exhaust gases in the exhaust line 3 comprises a return line 10 which extends between the exhaust line 3 and a third portion 7c of the inlet line 7. The return line 10 comprises an EGR valve 11 by which the exhaust flow in the return line 10 can be shut off as necessary. The EGR valve 11 can also be used for controlling the amount of exhaust gases led from the exhaust line 3 via the return line 10 to the third portion 7c of the inlet line. A control unit 12 is adapted to controlling the EGR valve 11 on the basis of information about the prevailing operating state of the diesel engine 1. The control unit 12 may be a computer unit provided with suitable software. The return line 10 comprises a first EGR cooler 13a in which the exhaust gases undergo a first step of cooling and a second EGR cooler 13b in which the exhaust gases undergo a second step of cooling. In certain operating states, the pressure of the exhaust gases in the exhaust line 3 of a supercharged combustion engine is lower than the pressure of the compressed air in the second portion 7b of the inlet line. In such operating situations it is not possible to mix the exhaust gases in the return line 10 directly with the compressed air from the second portion 7b of the inlet line without special auxiliary means. A venturi 14 may for example be used for the purpose. If the combustion engine is a supercharged Otto engine, however, the exhaust gases in the return line 10 can usually be mixed directly with the air from in the second portion 7b of the inlet line, since the exhaust gases in the exhaust line 3 of an Otto engine in substantially all operating states are at a higher pressure than the compressed air in the second portion 7b of the inlet line. When the exhaust gases have mixed with the compressed air from the second portion 7b of the inlet line, the mixture is led to the respective cylinders of the diesel engine 1 via the third portion 7c of the inlet line and a manifold 15.
The diesel engine 1 is cooled in a conventional manner by a cooling system with a coolant which is circulated by a coolant pump 16. The cooling system also comprises a thermostat 17 and a radiator 18. The radiator 18 is situated behind the charge air cooler 8 in the first region A, which has ambient air flowing through it. During operation of the diesel engine 1, the exhaust gases in the exhaust line 3 drive the turbine 4 before they are led out to the environment. The turbine 4 is thus provided with driving power which drives the compressor 5. The compressor 5 thus compresses the ambient air in the first portion 7a of the inlet line. The compressed air in the second portion 7b of the inlet line is cooled by ambient air which flows through the charge air cooler 8. The compressed air in the charge air cooler 8 is thus cooled to a temperature which exceeds the temperature of the surroundings by only a few degrees.
In most operating states of the diesel engine 1, the control unit 12 keeps the EGR valve 11 open so that part of the exhaust gases in the exhaust line 3 is led into the return line 10. The exhaust gases in the exhaust line 3 are at a temperature of about 600-7000C. When the exhaust gases in the return line 10 are led into the first EGR cooler 13 a, they undergo cooling by the air in the second portion 7b of the inlet line. However, the first EGR cooler 13a is subject to the limitation that it can at most cool the exhaust gases to the temperature of the compressed air. The temperature of the compressed air may be up to 29O0C. The exhaust gases nevertheless undergo with advantage a relatively large temperature reduction in the first EGR cooler 13a so that they are at a temperature of about 3000C when they leave the first EGR cooler 13a. The amount of compressed air and exhaust gases which can be supplied to the diesel engine 1 depends on the pressure and temperature of the air and the exhaust gases. It is therefore important to provide further cooling of the recirculating exhaust gases. The exhaust gases are therefore subjected in the second EGR cooler 13b to a second step of cooling by the air in the first portion 7a of the inlet line before it is compressed by the compressor 5. The air in the first portion 7a of the inlet line is at substantially the temperature of the surroundings. By suitable dimensioning of the second EGR cooler 13b, the exhaust gases undergo a second step of cooling to a temperature only a few degrees above the temperature of the surroundings. The air flowing in the inlet line constitutes an existing cooling medium source situated close to the combustion engine 1. The first EGR cooler 13a and the second EGR cooler 13b can therefore be fitted in direct proximity to or on the combustion engine 1. The return line 10 can thus be made very short and compact so that the exhaust gases undergo only a small pressure drop in the return line 10. A small pressure drop in the return line 10 is necessary for being able to achieve low fuel consumption and for ensuring that the exhaust gases can without problems be led into the return line 10 and mix with the compressed air from the second portion 7b of the inlet line. The charge air cooler 8 and the cooling system's radiator 18 are thus situated in a common region A through which ambient air flows. The region A may be a region at a front portion of a vehicle which is powered by the combustion engine 1. The charge air cooler 8 is fitted in front of the radiator 18 to ensure that air which is at the temperature of the surroundings flows through it and cools it. By suitable dimensioning of the charge air cooler 8, the air in the charge air cooler 8 can thus be cooled to a temperature close to the temperature of the surroundings. The air which cools the coolant in the radiator 18 thus acquires a temperature which is somewhat higher than the surroundings but is usually quite sufficient for cooling the coolant in the radiator 18, since there is no need for the coolant in the radiator 18 to be cooled to a temperature equal to the temperature of the surroundings. The air in the inlet line is thus used for cooling the exhaust gases in the first EGR cooler 13a and the second EGR cooler 13b. The air in the inlet line thus acquires a raised temperature before it reaches the charge air cooler. The charge air cooler 8 therefore needs a somewhat greater capacity to be able to cool away this extra heat.
In certain operating states of a supercharged combustion engine 1, the pressure of the exhaust gases in the exhaust line 3 is thus lower than the compressed air pressure from the second portion 7b of the inlet line. It is possible, e.g. by means of said venturi 14, for the static pressure from the second portion 7b of the inlet line to be reduced locally, at the connection to the return line 10, so that the exhaust gases can be led into and mix with the compressed air in the third portion 7c of the inlet line. The mixture of exhaust gases and compressed air is thereafter led to the respective cylinders of the diesel engine 1 via the manifold 15. By such cooling in two steps in the EGR coolers 13a, b it is thus possible for a diesel engine 1 equipped with EGR to be provided with recirculating exhaust gases at a temperature substantially corresponding to the temperature of the compressed air after it has been cooled in the charge air cooler 8. The mixture of exhaust gases and compressed air which is led to the diesel engine 1 will thus be at a temperature substantially corresponding to that of the compressed air which is led to a diesel engine without EGR. The present invention thus makes it possible for a diesel engine equipped with EGR to present performance substantially corresponding to that of a diesel engine not equipped with EGR. The invention is in no way limited to the embodiments described with reference to the drawing but may be varied freely within the scopes of the claims.

Claims

Claims
1. An arrangement for recirculation of exhaust gases of a supercharged combustion engine (1), whereby the arrangement comprises an exhaust line (3) intended to lead exhaust gases out from the combustion engine (1), an inlet line (7) intended to lead air to the combustion engine (1), a compressor (5) adapted to compressing the air in the inlet line (7) to above atmospheric pressure, and a return line (10) which connects the exhaust line (3) to the inlet line (7) so that it is possible, via the return line (10), to recirculate exhaust gases from the exhaust line (3) to the inlet line (7), characterised in that the arrangement comprises a first EGR cooler (13a) in which the recirculating exhaust gases in the return line (10) are cooled by the air in a portion (7b) of the inlet line (7) which is situated downstream of the compressor (5) with respect to the direction of flow of the air in the inlet line (7).
2. An arrangement according to claim 1 , characterised in that the arrangement comprises a second EGR cooler (13b) adapted to subjecting the recirculating exhaust gases in the return line (10) to a second step of cooling after they have been cooled in the first EGR cooler (13a).
3. An arrangement according to claim 2, characterised in that the recirculating exhaust gases are adapted to being cooled in the second EGR cooler (13b) by a medium which is at the temperature of the surroundings.
4. An arrangement according to claim 2 or 3, characterised in that the recirculating exhaust gases in the return line (10) are adapted to being cooled in the second EGR cooler (13b) by the air in a portion (7a) of the inlet line (7) which is situated upstream of the compressor (5) with respect to the direction of air flow in the inlet line (7).
5. An arrangement according to any one of the foregoing claims, characterised in that the air drawn into the inlet line (7) is ambient air.
6. An arrangement according to any one of the foregoing claims, characterised in that the arrangement comprises a charge air cooler (8) adapted to cooling the compressed air in the inlet line (7).
7. An arrangement according to claim 6, characterised in that the compressed air in the inlet line (7) is adapted to being cooled in the charge air cooler (8) by a medium which is at the temperature of the surroundings.
8. An arrangement according to claim 7, characterised in that said medium is ambient air.
9. An arrangement according to claim 8, characterised in that the charge air cooler (8) and a radiator (18) for the combustion engine's cooling system are fitted in a common region (A) through which ambient air flows.
10. An arrangement according to claim 9, characterised in that the charge air cooler (8) is fitted upstream of the radiator (18) in said common region (A) with respect to the direction of flow of the ambient air.
EP06733478A 2005-05-18 2006-05-05 An arrangement for recirculation of exhaust gases of a supercharged internal combustion engine Not-in-force EP1886012B1 (en)

Applications Claiming Priority (2)

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SE0501124A SE528621C2 (en) 2005-05-18 2005-05-18 Arrangements for the recirculation of exhaust gases of a supercharged internal combustion engine
PCT/SE2006/050108 WO2006123991A1 (en) 2005-05-18 2006-05-05 An arrangement for recirculation of exhaust gases of a supercharged internal combustion engine

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EP1886012A1 true EP1886012A1 (en) 2008-02-13
EP1886012A4 EP1886012A4 (en) 2011-03-02
EP1886012B1 EP1886012B1 (en) 2011-11-30

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EP (1) EP1886012B1 (en)
JP (1) JP4524323B2 (en)
CN (1) CN101175914B (en)
AT (1) ATE535700T1 (en)
BR (1) BRPI0610095A2 (en)
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WO (1) WO2006123991A1 (en)

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Also Published As

Publication number Publication date
EP1886012A4 (en) 2011-03-02
SE0501124L (en) 2006-11-19
SE528621C2 (en) 2006-12-27
JP2008540929A (en) 2008-11-20
ATE535700T1 (en) 2011-12-15
US7886726B2 (en) 2011-02-15
CN101175914A (en) 2008-05-07
EP1886012B1 (en) 2011-11-30
BRPI0610095A2 (en) 2008-12-09
WO2006123991A1 (en) 2006-11-23
CN101175914B (en) 2010-05-19
JP4524323B2 (en) 2010-08-18
US20080190109A1 (en) 2008-08-14

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